Lubricating system



F. 8. AND A. S. DUESENBEHG. LUBRICATING SYSTEM.

APPLICATION FlLED MAY 31, 1919.

. 9 ,9 H Patented Dec. 28, 192@ 3 SHEETS-SHEET I- 8. AND A. s. DUESENBERG LUBBICATIN G SYSTEM.

APPLICATION FILED MAYal I919.

1 363 5%1 u Patented Dec. 28, 1920.

3 SHEETSSHEET 2.

@r I 25 Q I i @24 z V 9 Z9 I Z 5 F. S.'AND A. S. DUESENBERG. LUBRICATING SYSTEM.

APPUCATIOH FILED MAY 3!, 1919.

1 863,501, v Patented Dec. 28,1920.

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f B 5:: 7 :3. Y Ei i 5 :1 E E5- I i; I J 9 1H FREDERICK S. DUESENBERG AND AUGUST S. DUESENBERG, OF ELIZABETH, NEW JERSEY.

LUBRIGATING SYSTEM.

1,363,5fll.

Original application filed April 14, 1913, Serial No. 760,851.

Divided and this application filed. May 31, 1919.

To all whom it may COItU/Vl.

Be it known that we, FREDERICK S. DUE- SENBERG and Answer S. Dunsnnnnnc, citizens of the United States, and both residents of the city of Elizabeth, in the county of Union and State of New Jersey, have invented certain new and useful Improvements in Lubricating Systems; and we do hereby declare that the following is a full, clear, and exact description of the same, reference being had to the accompanying drawings, and to the numerals of reference marked thereon, which form a part of this specification.

This application for patent constitutes a division of our co-pending application for patent for internal combustion engines, filed April 14, 1913, Serial No. 760,851, renewed .Tune 24, 1918, Serial No. Q lLGSS.

The question of lubrication in an internal combustion engine is a serious one, and oftentimes has confined the design and arrangement of the various mechanisms forming a part of the engine to an inefficient association of the parts. For the purpose of properly lubricating the valves and the cylinders and the operating mechanism connecting the crank shaft of the engine therewith, said valves and mechanisms have been disposed in a certain relation to one another and to the cylinders of the engine to insure correct lubrication thereof at all times. However, in the past it has been found that the general arrangement of the valves in the cylinders, in order to afford simplicity of operation and perfect lubrication, has led to a construction wherein the operation is necessarily inefficient.

This invention relates to an internal combustion engine wherein the parts are designed and arranged so as to secure the utmost economy and efficiency of operation, and wherein the lubricating mechanism is associated with the valve gear, the mechanisms of the gear being specially constructed and incased within the engine to insure a thorough lubrication of all the parts at all times.

Excessively large clearance spaces, particularly in a T-head motor, and as well, though not so great, are also found in the well known L-head type, but owing to the complications of mechanism for overcoming these features and the difficulty of lubricat ing the same, most designers and manufac- Spccification of Letters Patent.

Renewed. June 24, 1918, Serial No. 241,689.

Seral No. 301,082.

turers in the past have avoided making any change or radical departure therefrom.

This invention, however, relates to an internal combustion engine comprising a plurality of upright cylinders, each having a small clearance space arranged directly above and coaxial with the cylinder, with the valves communicating laterally thereinto, and with mechanisms driven from the cam shaft of the engine to actuate the valves, suitable means being provided for efficiently lubricating all of the working parts at all times.

It is an object of this invention to afford a ronstruction wherein the crank case or splash lubrication may be regulated externally of the engine to maintain the proper depth or amount of oil in the crank ease for lubrication, dependent upon the requirements for service of the engine.

It is also an object of this invention to construct an internal combustion engine wherein a sub-base is provided in the crank case afiording, with the walls of the crank case, a container for a bath of oil for splash lubrication, and with mechanisms adjust able externally of the engine to control the flow of oil into a reservoir beneath said subbase, thereby regulating the depth of oil in the bath for the splash lubrication, and the space beneath said sub-base communicating ith power driven force feed mechanism to pump the oil through the other operating parts of the engine.

It is also an object of this invention to construct an engine wherein a reservoir for lubricating oil is provided in the bottom of the crank case, and with mechanisms communicating therein to control the level of the oil in the crank case for the splash lubrication, said reservoir communicating with a force feed pump which serves to pump oil to the various parts of the mechanism through tubes and pipes for the purpose.

The invention (in a preferred form) is illustrated in the drawings and hereinafter more fully described.

On the drawings:

Figure 1 is an elevation of the left side of a multi-cylinder hydrocarbon engine partly broken away and in section.

Fig. 2 is an end elevation thereof.

Fig. 3 is a section on line 8-3, of Fig. 1.,

Fig. 4 a fragmentary sectional detail view of the upper portion of the engine over one of the cylinders.

Fig. 5 isa fragmentary section taken longitudinally of the engine, on line 55, of Fig. 3.

Fig. 6 is a fragmentary section taken on line 6-6 of Fig. 5.

Fig. 7 is a fragmentary section taken on line 7-7, of Fig. 5.

Fig. 8 is a fragmenetary section on line 8-8, of Fig. 3. r

Fig. 9 is a longitudinal section taken on line 9-9,' of Fig. 3.

Fig. 10 is a fragmentary vertical section taken on line 10-10 of Fig. 1.

Fig. 11 is a fragmentary view with parts in section of the lower end of one of the rocker arms.

As shown on the drawings:

The crank case 1, is constructed of cast metal in any suitable manner, and is provided, if desired, with transverse interior webs, on which, and at the ends of the crank case is journaled the crank shaft 2, which may be constructed, of course, as usual, the construction in this particular as to the bearings for the crank shaft, varying with the size of the engine and the number of cylinders employed. aid crank case is provided on its right side with a removable side plate 3, to afford access to the interior of the crank case, and at its top is provided with a suitably apertured and seated base plate a, which may be integral with the remainder of the crank case, if desired, and upon which seat and are rigidly secured the respective cylinders. A, ,7 C, and D, which are rigidly secured in place thereon in the usual or any suitable manner.

Said cylinders, as shown, are each provided at the top with a relatively narrow and upwardly extending combustion cham her 5, which communicates with the top of the cylinder and extends substantially par-.

allel the crank shaft, and the top of the cylinder is so shaped as to afford a slight clearance above the piston when at the end of its exhaust, and its compression strokes.-

Each of said cylinders is water jacketed, and the water jacket may be afforded by coring the cylinder when cast or in any suit able manner. Conveniently, on the right or ignition side of said engine, removable cover plate 6, affords one wall of the water jacket, and by removal permits access to the interior of the water jacket for inspection or repair. For the remaining portion of the periphery of the cylinder, and extending well into the head thereof above and around the combustion chamber, the water jacket is preferably cored in the metal,.as indicated by 7, and if desired, a cover plate 8, may be provided to afford access to the interior of the water jacket by its removal.

Inlet and exhaust ports of relatively large size are provided at the left side of the combustion chamber and are closed by mechanically operated puppet valves 9, respectively, each of which is rigidly secured on stems 11, which extend through a suitable bearing sleeve 12, seated in a suitable bore inthe side of the engine cylinder adjacent the combustion chamber, as shown in Figs. 4 and "a". .Qecured on the outer end of the valve stem 11, is a stop 13, between which and the wall of the cylinder engages a pushing spring 14, said spring acting at all times 7 to hold its valve normally closed. As shown,

an oil aperture is provided in the bearing sleeve 12, for each valve stem, and opens upwardly at the outer side of the cylinder, as indicated by 15, in Fig. 1, whereby the oil (converted practically to a vapor by the splash lubrication hereinafter described) finds access to the stem to lubricate the same at all times.

The inlet manifold. X, indicated in dotted lines in Fig. 1, requires but two branches for a four cylinder engine, one of the branches opening directly to the inlet valves, in the cylinders A and B, and the other of the same opening directly to the inlet valves, in the cylinders C and D, while the exhaust manifold Y, as indicated also in dotted lines in Fig. 1, is provided with four branches which lead from the respective exhaust valves and upwardlytherefrom.

The right side of the combustion chamber, or that opposite the valves, is bored to afford relatively large threaded openings therein, one directly opposite each of the valves and threaded thereinto are closures 16, for the exhaust valves, and 17 for the inlet valves, the latter of said closures being apertured to permit the insertion of a spark plug therein. Said closures, upon removal, permil; ready removal of the respective valves through the opening therefor, and permit the hand to be inserted into the cylinder to permit the cylinder to be thoroughly cleaned and any carbon therein removed when desired, and without necessitating removing the cylinders from the crank case.

Connected with the respective cranks of the crank shaft, are connecting rods 20, of course, one for each cylinder, and each engaged with a piston 21, which may be constructed in the usual or any suitable manner. The crank shaft is provided on its outer end with a gear wheel' 22, which meshes with a larger gear wheel 23, secured on a. cam shaft 24;, and affording a two to one drive therefor, said cam shaft being jonrnaled in the crank case extending longitudinally at the rear side thereof, and provided with suitable cams for actuating the respective valves. Said gears are, of course, incased to permit the same: to run in oil.

Journaled above the cam shaft, is a tubunaeapor lar shaft 25, journaled on which are rocker arms 26, one for each inlet valve, and one for each exhaust valve, the upper, longer end of each of which extends into contact with the outer end of the corresponding valve stem, as shown in Figs. 1 and 3, while the lower end thereof, which may be provided with a suitable anti-friction shoe 27, or roller extends into bearing against the cam shaft in position to be contacted and actuated by the appropriate and corresponding cam thereon, so that when the shorter end of said lever is actuated by the cam, the upper end is thrown inwardly with greater velocity, instantly affording full opening of the valve actuated thereby, which, upon release of said rocker arm by said cam, is instantly closed by the action of the valve spring 14.

The bearing on said tubular shaft 25, for the rocker arms, is supplied with force feed lubrication; so also is the lower end of said rocker arm, so that the friction occasioned by the contact of said rocker arms by the respective cams, is reduced to a minimum. For this purpose, as shown, an oil compartment is provided in the bottom of the crank case, an inner floor or bottom 28, being provided therein, as shown in Figs. 3 and 6, the space beneath said inner floor affording an oil well or container, and communicating therewith at the bottom, and bored in the side of the cylinder, is a casing 29, provid ing a cylindric bore or chamber therein in open communication with said oil compartment at its inner side, as shown in Fig. 10. Said chamber is closed at its bottom by the threaded head 30, of a cylindric cage 31, which extends upwardly to suitable packing at the top of said casing to afford a tight joint, as shown in Fig. 10.

Rigidly secured in said casing, and projecting upwardly through suitable webs 32 and 33, in the side of the crank case, is a cylindric pump valve 34, which extends to near the lower end of the cylindric cage, and is there provided with an inlet passage closed by the upwardly opening ball valve 35, or other suitable valve adapted to permit the inflow of the oil. Within said pump barrel is a reciprocating pump rod 36, which, at its lower end, fits closely in said barrel to afford the plunger, and is provided with an axial passage therein controlled by an inwardly opening ball valve 37, and, as shown, said pump rod 36, extends upwardly with its head 28, in position to be engaged by a cam 39, on the cam shaft, said cam acting to force the pump rod downwardly. A spring 40, rests at one end on the web 33, and surrounds the pump barrel, and at its upper end engages the head 38, of the pump rod and acts to throw the pump rod upwardly afiording the intake movement of the pump.

As shown, the inner passage in the plunger communicates in a chamber 41, above the plunger, and from which leads a pipe 42, which communicates in the bore of the tubular rocker arm shaft 25, so that the bore of said shaft is at all times filled with oil. At each bearing of the rocker arm on said shaft, an oil port is provided which delivers the oil therethrough to the bearing for the rocker arm, as shown in Fig. 11, and connected in the hub of the rocker arm hearing, as shown in Figs. 3 and 11, is a pipe or tube 43, which leads downwardly therefrom along the inner face of the rocker arm and delivers oil therefrom to the shoe 2?, or to the end of the rocker arm. contacted by the cam. Of course, the shoe 27, may be adjustably secured upon said rocker arm, and if desired adjusting means at the upper end of the rocker arm may be provided to vary the bearing of said arm on the valve stem. Conveniently also, and particularly in the larger engines, an anti-friction roller may be provided on the lower end of the rocker to minimize friction from engagement of the cam with the rocker for actuating the same. These, in engines of smaller size, are, however, not necessary.

Mechanism is provided for mechanically regulating the level of the oil in the crank case. For this purpose, as shown in Figs. 2. 3, 5, 6, and 7, a tube 44, tubular except at its ends, is journaled in the crank case conveniently near the front side thereof, and is held in place by suitable bearings 45, in the end of the crank case, and corresponding bearing 46, intermediate the ends thereof, said tube fitting closely in said bearings. Within the bearings 46, the tube is slotted peripherally for approximately a third of the circumference, as indicated at 47, and directly beneath said tube an oil port 48, is provided through floor 28, of the crank case.

On the outer end of the tube 44, is provided a crank arm 49, adapted to be manually actuated, and if preferred, may have connected therewith any suitable operating means whereby the same may be operated from the operators seat, said operating means, for example, leading to the dash of an automobile. By means of said lever, the amount of oil retained in the crank case may be varied at will, inasmuch as the height of the oil in the crank case will always be determined by the longitudinal slots 50, in said tube, through which the oil flows at its level and thence through the peripheral slots or ports 47 and the ports 48, into the bottom oil compartment. Of course, when the tube 44, is one of considerable diameter, a depth of oil may be maintained in the crank case when the slot 50, in the tube is turned upward, equal to the diameter of the tube, and a less depth of oil may be maintained when the tube is rotated to bring said slots 50, near the floor or bottom of the crank case. I

ll hen the engine is assembled, and properly adjusted, a left side closing plate 51, is

secured in place, as shown in Fig. 2, to entirely inc'lose the rocker shaft, rocker arms, and all the operating or moving parts of the engine, the joints, of course, being preferably gasketed or being ground down to afford a tight fit and prevent escape of oil.

The operation is as follows: V

The left side of the crank case being open, the oil within the crank case is driven into a fine mist, almost vaporous in character, which at all times bathes all the operating parts of the engine, affording efiicient lubrication. The oil falling upon the valve stem 11, and passing into the oil ports 15, in the sleeve 12, actsto cool and insures thorough lubrication of the valve stem. Oil is also splashed to lubricate the points of contact at the upper end of the rocker arm which coact-with the ends of the valve stem. The

bearings of the rocker arm on the rocker shaft, and the point of contact thereof with the cam, are also thoroughly lubricated by oil being splashed thereon. r

' Only very slight power is required for operating the oil pump, whereby the oil is kept in circulation from the oil well within the rocker shaft, and thence back intothe bottom of the crank case for splash lubrication, whereby the crank shaft, piston and cylinder are at all times maintained satisfactorily lubricated. In actual operation, an engineembodying the construction herein described has been found by test to afford a large percentage of efficiency over engines of other construction. We ascribe this largely to the construction and arrangement of'each cylinder and the location of the ignition device and the well lubricated and quick easy acting valve mechanism.

Of course, itis to be'understood that dei tails of construction will vary through a considerable degree with the size of the engine. For instance, if it is desired, rollers may beprovided on the cam ends of the rocker arms for large engines and in some instances force feed lubrication may be used elsewhere than as shown and described.

'VVe have, of course, shown but a preferred form of our invention, but we do not purpose limiting the patent grantedv otherwise than necessitated by the prior art.

I claim as my invention:

1. In a lubricating system, the combination of an engine having a crank case and crankshaft therein,-an oil receptacle in the crank case from which oil is splashed by the operation-of the crank shaft for lubricating the bearings thereof, and a tube extending lengthwise of the crank case and rotatable to control outlets therethrough from the oil receptacle to regulate the level of oil in said receptacle. 7

2. In a lubricating system, the combination of an engine having a crank case and crank shaft therein, an oil receptacle in the crank case from which oil is splashed by the operation of the crankshaft for lubricating the bearings thereof, a rotatable tube extending lengthwise of the crank case through the oil receptacle and slotted longitudinally, and bearings communicating with the interior of said tube and opening downwardly to1 provide a discharge for'the oil in said tu 3e.

In witness whereof we have hereunto subscribed our names in the presence of two subscribing witnesses.

FREDERICK S. DUESENBERG. AUGUST S. DUESENBERG.

Witnesses H. A. WRING,

A. SUERZ. 

